Metallic car



(No Model.) 8 Sheets-Shet l.

' C. T. SGHOEN.

Q METALLIC GAR.

Patented June 15-, 1897.1.

Emma/V A {7W7 6d.

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8 Sheets Sheet 2.

(No Model.)

Patented June 15,1897,

illlGlltgxilml 0 O (NoModeL) 8 Sheets-Sheet 3.

G. TLSCHOENV METALLIC GAR.

No. 584,709. Patented June 15-, 1897.

a 1 1 E i l g I I (No Model.)

Patented June 15, 1897.-

8 Sheets Sheet 5.

(No Model.)

G. T. SCHOEN.

METALLIC GAR.

Patented June 15,1897. 19.4

milli- Illlll 8 Sheets Sheet 6.

(No Model.)

G. T. SOHOEN.

METALLIC OAR.

Patented June 1 5, 1897.

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(No Model.)

0 T. SOHOEN,

. METALLIGGAR.

Patented June 15,1897.

(No Model.) 8 sheets -sheet 8.

0. T. SOHOEN METALLIC GAR.

No. 584,709. I I Patented June 15,1897.

UNITED STAT S PATENT ()rrrcn.

CHARLES T. SCIIOEN, OF PHILADELPHIA, PENNSYLVANIA.

METALLIC CAR.

. SPECIFICATION forming part of Letters Patent No. 584 ,709, dated June1 5, 18:97. Application filed December 22, 1896. SerialNo. 616,628- (Nomodel.)

To all whom it may concern:

Be it known that I, CHARLES T. SCHOEN, a citizen of the United States,residing at Philadelphia, in the county of Philadelphia and State ofPennsylvania, have in vented a certain new and useful Improvement inMetallic Cars, of which the following is a full, clear, and exactdescription.

' This invention relates, stated generally, to the construction of arailway-car, and, stated specifically, to the construction of:fpressedsteel hopper-bottom car.

The invention comprises a number of details of construction, such as theunder frame and its sills, the draft-gear, the bod y-bolster, thebottom, the doorsfor the bottom, the supports for the bottom, the sidesand ends, the stakes and corner-posts, and other parts and combinationsof parts, as hereinafter more particularly set forth and claimed.

In order'to avoid repetition of the fact, it may be stated now, once forall, that in the preferred construction the parts of my invention may beconstructed of mild steel plate, and where special shapes are providedthey are produced by the processes and apparatus now largely employed byme for pressing steel into the desired shapes.

I state now that my invention, which has to do with the under frame andthe body of the car,may be used in connection with any suitable trucks,butI prefer to use the trucks constructed in accordance with theinventions of my patents, N 0. 571,934, granted November 24, 1896; No.563,072, granted June 30, 1896, orNo. 553,431, granted J anuary21,1896,- and I also state that parts of my invention are applicable towooden cars.

I desire it to be noted also that in the accompanying illustrations ofmy invention I have endeavored to illustrate the parts in theproportions and arrangements as well as in the construction andconformation which I propose to employ in the manufacture of theinvention but it is clearly within my invention to make my invention,'inthe several figures of which like parts are similarly designated,Figure. 1 is a side elevation of the right-hand half of view of theleft-hand half of the ear.

alterations inthese several paris a vertical sectionof the the car. Fig.3 is a top plan Fig. 4 is a bottom plan view of the right-hand half ofthe ear. Fig. 5 is an end elevation. Fig. (Sis a cross-sectionshowingniore than half the car. i Fig. 2 left-hand half of of the car from oneside and taken in the plane of line 6 (3, Fig. 2; and Fig. 7 is across-section extending more than half-way across the car from the otherside and taken in the plane of line 7 7, Fig. 2. Fig. 8 is across-section of portion taken immediately in the rear of the bolster.Fig. 9 is a cross-section of the bolster, taken in the plane of line 99, Fig. 8.

Fig. 10 is a perspective view of the bolster. Fig. 11 is a perspectiveview of one of the floor-girders. Fig. 12 is a perspective View ofanother of the-floor-girders. Fig; 13 is a perspective view of one ofthe chute-floor girders. Fig. 14 is a perspective View of a part of thedraft-gear. Fig. 15 is a perspective view of one of the corner-bracesused in connection with.the sills. Fig. 16 is a top plan View and across-section of the roping-Y staple. Fig. 17 is a top planview of oneof the floor-girder braces with the cross-section developed therein, andFig. 18 is a side elevation'of said girder-brace. Fig. 19 is aperspective view, and Fig. 20 a top plan view, of one of the side stakesor stanc 1ions.- 'Fig. 21 is a perspective view of the corner-post.Figs.

22 and 23 are cross-sections at difierent points of the corner-post ofFig. 21. end elevation of the lower end posh. Fig. 25 is a cross-sectionof an end brace, taken at line 25, Fig. 2.

The under frame for the body of the car comprises the two side sills aa, the two center sills aid, the general shape of which is shown inFigs. 1, 2, 4, 6, 7, and 8, and the two end sills'a a Figs. 1, 2, 3, 4,and 5. The side sills and the center sills are made as channelbeams,deepest at their center, with their bottom lines tapering thence towardthe ends, where the upper and lower lines are parallel, as clearlyindicated in Fig.'1-thatis to say, the top lines of the sills arehorizontal, while the lower lines are bellied. By this construction Iavoid the necessity of truss-rods and obtain in the longitudinal sillsthemselves as much strength as would be imparted by the use oftruss-rods, and not only so, but I Fig. 24 is an of the cornergreatlysimplify the construction and reduce the cost. The end sills are of theoutline shown in cross-section, Fig. 2, and completely box in the endsof the under frame. The end sills are boxed in at the ends, so as tooverlap the sides of the side sills to which they areriveted, (see a",Figs. 1 and 4,) and they are also made with the vertical flanges a (seeFigs.- 2 and 5,) which extend thewhole length of the sills-that is tosay, the width of the ear.

The center sills are braced midway of the car bybraces a, Figs. 3 and 4.

The side sills and the end sills are united by means of angle braces orbrackets 12, and

the center sills and end sills are also united by similarbrackets b, andthese several brackets or braces are riveted to the sills. As shown inFig. 15, these angle braces or brackets are of the general outline of aright-angled triangle, and each is composed of the web b, having theflange 1'1 011 the hypotenuse and the flanges b b on the side and base,respectively. The flanges b I) receive the rivets. This angle brace orbracket may be conveniently struck up, and two of them may be made froma rectangular piece of metal by slitting it diagonally.

' At points opposite the truck centers are arranged plates 0, which, asshown in Fig. 4, are of the general outline of an elongated octagon, andthese plates are riveted to the up-- flanges of the center sills, asshown in per Fig. 8 and as indicated in Fig.4, and are braced to saidsills by means of angle-braces c, which are riveted to the websandflanges of the said center sills and project out laterally therefrom andriveted to the plate 0. The plates 0 may be cut out at c to save metaland weight.

c is the center plate, which may be riveted to the center sills and toan internal brace c", Fig. 8, which is riveted to the center sills webs.The function of the octagonal plates c is to tie or brace the centersills and also the bolster hereinafter described;

The body-bolster (1, (see Figs. 2, S, 0, and 10,) contrary to usualpractice, is arranged above the sills and within the body of the car.This bolster hasa substantially horizontal bottom provided with thelateral flanges d, diverging from the center toward both ends, and thebellied body d and at the ends of the said body vertical flanges d areformed. The bolster may be struck up of one piece of metal in thisconstruction. The bolster is arranged over the plate 0 and is rivetedthereto and to the flanges of the several sills a a a a Angle-brackets(Z are seen red to the side sills and their upper flanges are riveted tothe side flanges of the bolster, and the rivets uniting the brackets cand plate 0 also pass through the flanges of the bolster. The endflanges cl of the bolster are riveted to the sides of the car. tion isprovided.

In Fig. 8 may represent the top of the Thus a very rigid construetruck-bolster or transom, e the center plate, and c c the side bearings,all of which may be of usual or approved construction.

The end sills are provided with openings f between the center sills forthe passage of the draw-bar, and these openings are flanged inwardly, asindicated in Figs. 4, 5, and 7.

g is a carrier-strap bolted across the bottom of each opening andremovable for the purpose of withdrawing the draw-bar when necessary.

A brace h, Figs; 2 and 14, abuts against the end sill just over theopening for the draw- 1 bar and extends back slightly at an angle tomake a clearance for the draw-bar. This brace 71 has the side flanges h,by means of which it is riveted or bolted to the center sills, and hasthe upturned flange 71 which abuts against the end sill. In theclearance-angle h of brace h an embossmcnt h is made for the purpose ofreinforcing the brace. The function of this brace his to resist thestrains incident to the abutting of the draw-head against the end sill.

An under frame constructed in accordance with the foregoing is admirablyadapted to receive a body of a hopper-bottom car, whether" such body hemade of metal or of other material. It is an economical structure and avery rigid and strong one.

The sides of the body are composed of a series of plates 1', providedwith'longitudinal corrugations 11' for increase of strength andlap-jointed at their meeting edges. The lower edges of adjacent plateshave. their edges i bent or flanged to overlap the adjacent flat edge ofthe next plate, and thereby the interior surfaee is left flush. Thelowermost plates are provided with inturned flanges i 'Figs. 6 and 7,which rest upon the side sills,

and the uppermost plates are provided with flanges 11 which extendoutwardly and which are provided at intervals with embossments i (seeFig. 1) to prevent the breaking down of the flanges and to reinforce theplates along their upper and exposed edges.

jare the stakes or stanchions arranged along the sides of the car andriveted thereto and to the side sills. These stakes, as shown moreespecially in Figs. 1, 4, 19, and 20, are composed of right-angledpieces and boxed in at the ends and crimped at j and pocketed at j,respectively, to conform to the corrugations and lapjoints of the sides.The upper ends of these stakes are fitted beneath the upper flanges ofthe sides and may be riveted thereto or not, as desired.

The ends of the body may each comprise one or. more plates 7;,corrugated or not, as desired, andhaving an inturned bottom flange k toform the upper support for the floor, and also provided with theoutwardly-projecting edge flange 7a, which is constructed with theembossment 7:. to strengthen said flange, as in the case of the sideflange.

The sides and ends are jointed together by These corner-posts are alsoprovided with erimps Z and pockets 1*, respectively, to correspond withthe corrugations and joints of the side plates, and may be furtherstrengthened by the embossments l, which extend around the angle, (seeFig. 23,) and by the embossments 1, which extend along one side only.(See Fig. 22.) The corner-posts also extend down to and are riveted tothe side and end plates and to the side sills.

The sides may be tied together by the transverse tie-rods m, any numberof which may. be employed.

hVithout thereby limiting my invention to a double-hopper-bottoi'n car Iwill describe that construction. The floors slope from each end towardthe center of the car. These floors are composed of overlapped plates n,as shownin Figs. 2 to 7, the plates being riveted together at theirjoints. The side plates of the floor are provided with. vertical flangesn, which are riveted to the sides of the body. The upper ends of theplates 'nrest uponand are riveted to the inturned flanges k'ofthe ends,and for the purpose of strength the several floor-plates ma Y beprovided with end flanges 12*, Fig. 2, which are also riveted to theends. The floors extend below the sills-and between the side sills andthe center sills.

. The floor-plates being flanged at the sides, so as to admit of ,theirbeing riveted to the sides of the car, and also being flanged at theends, so as to permit of their being riveted to the end plate of thecar, simplifies the construction very considerably over the oldpractice, where angle-strips have beenrequired, such angle-strips beingnecessarily riveted both'to the floor and'to the sides. By

. my construction it is obvious that I save onealf in the'number ofrivets employed and also save a corresponding amount of work.

The interior of the body is divided transversely bya conical deflector0, which is com? posed of a foundation-piece 0', which maybe a singlepiece, having end flanges 0 by which it is riveted to opposite sides ofthe body. Upon this foundation-piece are riveted the overlapping plates0 Figs. 2, 3, and 6, the end plates being provided with flanges 0 whichalso are riveted to the sides. The plates 0? of the deflector extenddown into the spaces between the center sill a and the side sill a andbetween the center sill a. and the side sill a. This deflector, as itsname indicates, serves to divide the stream of coal, and in addition, itacts as a cross-girder, supporting the center sills and holding them up,being riveted also to such sills. The car is further dividedlongitudinally bv means of deflectors 19, whose tops'are conical ordomed and which are arranged above and riveted to the center sills andextend from the central transverse deflector to the floor, and haveflanged ends which are riveted to the central deflector and, if need be,may also have flanged ends which are riveted to the floors. The sides ofthe longitudinal deflectors p are gidity.

with the braces s,

also from the side and thrust incident to the pocketed at p forthepassage of the rivets. By means of these longitudinal deflectors eachend of the car is divided longitudinally, so as to form twodischarge-chutes. Plates q constitute the inner sides of these below thetop levels of the sills, and these plates q are riveted to the centersills, and said plates and the floors are connected b angle-pieces q, towhich both are riveted. Angle-pieces g are deflected (see Figs. 4 and 7)inwardly and downwardly beneath the side sills and the floors to supportthe chutes at the outside, and the outer sides are inclosed by theplates g, which are riveted to the flanges n of the floor-plates. Theextension sides q, as shown in Fig. 7, may be projected from inside ofthe center sills and riveted to the said sills as well as to theangle-pieces q of the floors.

Thefloors are supported by transverse girders. 'r, 7', T and 1*, detailsof which are shown,

respectively, in Figs, These girders are in the form of channelbeams,with their upper surfaces provided with alternating depressions andelevations to receive the overlapped floor-plates, and, as shown inFigs. 3,4, 5, and 11', the sides of the girders 'r and 'r are deflectedtoward one another for the purpose of increasing their ri- Thefloor-plates are riveted to these The girder 'r is supported from themeans of braces 1' Figs..2, 4, 5, '17,

2 to 5 and 11 to 13.

girders. sills by "and 18. .These braces have angular or chan nel bodies(see the section developed in Fig. 17, for example) and terminate inflanges r 1', which are respectively riveted to the side sills and tothe girder 'r, 1iquely,- as shown more particularly in Figs. 4 and 5.The girder r is supported by braces 1, which rise from the center sills.The girder 7*? has base-flanges, (see Figs. 2 and 12,) which are rivetedto the several longitudinal sills.

The girders 'r are riveted to the floor plates between and vto'theangle-pieces which support the chute portions of the bottoms. The girderr is also flanged atits ends, as at 1, Fig. 11,'in order to permit ofthe'girder being riveted'to the sides, such riveting serving to make thegirder alsoa tie for the sides. The girder 1" may be similarly flangedfor a like purpose. border to resist the load and to strengthen the endsof the car, such ends are provided Fig. 5, which rise from the centersills, and are made with the flat ends 8', which are riveted to the endsill flanges a. and diverge upwardly and are provided with the flat endss ,'which are riveted to the ends to. These braces have their centersbentinto U shape at s for reinforcement. 25.) Thus the car is braced inevery direction, and the construction hereinbefore described providesfor meeting strainsin all directions, not only vertically from the load,but end pressures and the fore-and-aft motion of moving cars.

chutes .(See Fig.

being arranged ob- The doors for the chutes, of which there are four fora double-hopper-bottom car, are arranged in pairs, and each door tconsists of a plate of metal having a central inwardlyprojectingembossment i for increasing its strength and flanged at its sides andhinged at its upper end, as at t the hinges being riveted tocross-pieces t, Fig. 2. Each pair of doors is connected by achannel-beam i, (see Figs. 2, 5,'and 6,) which extends across the carfrom outside to outside of the doors, and each pair of doors is furtherbraced by the angle-piece t, Fig. 6, which is riveted thereto. The doorsclose against angle-pieces i which are riveted to the side extensions qand q. (See Fig. 2.)

The means shown for opening and closing the doors are those in commonuse at this time on the Pennsylvania railroad and need no descriptionhere. 7

I prefer to reinforce the sides of the car at the points where thebolsters are arranged, and for this purpose I rivet plates u to theoutside, (see Fig. 1,) the end flanges of the bolsters being rivetedthrough the sides and these plates.

The roping-staple (shown in Figs. 1 and 16 and lettered o) is struck upor pressed out of plate-steel, with its loop made U-shaped incross-section and its ends flat, whereby it may be riveted to the sidesand to the side sills.

Where the car-body sets low with respect to the trucks, it may benecessary to provide in the extendedbottoms the pockets w for the wheelsof the trucks. These pockets may be formed by embossing or crowning upthe floor-plates. (See Fig. 2.)

The lateral flanges of the sides and ends are united at the corners ofthe 'car by means of fiat corner-plates w, as shown in Figs. 1, 2, 3, 5,6, .and 7.

It will be understood, of course, that the longitudinal and transversedeflectors are made in cone shape to avoid the coal or similar freightstagnating at thesepoints.

The doors may be flanged around the four sides for strength, and thecentral embossment serves to resist the pressure of the load.

I have purposely omitted from the drawings such details as are notdirectly involved in my invention, pose to supply them at discretion.

WVhat I claim is- 1. The pressed-steel door for hoppers of hopper-bottomcars, having a central, inwardly projecting embossment, and edgeflanges, substantially as set forth.

2. An end sill for cars, constructed as a channel-beam having boxed-inends, and a vertical flange at extending the whole length of the silland integral therewith, substantially as described.

An end sill for cars, composed of a channeled piece of metal to inclosetheends of the longitudinal sills, and having an integral verticalflange rising at the end of the car, substantially as described.

and as to these details I pro- 4. An under. frame for cars, composed ofside sills each made of a single piece, deeper at the center than at theends, and having continuous top and botto-mflanges, a pair of centersills extending continuously from end to end of the frame, end sillseach composed of a channelpiece of metal to inclose the ends of thelongitudinal sills and having an integral vertical flange rising at theend of the car, and corner-brackets for uniting the several longitudinalsills and the end sills, substantially as described.

5. The combination with the under frame and a body erected thereupon, ofbody-bolsters secured to and above the under frame and also secured tothe sides of the body, substantially as described.

6. An under frame forcars, comprising longitudinal sills, a body-bolstererected upon and above the said sills, and laterally-extended bracketssecured to the said sills and to the bolster, substantially asdescribed.

7. In an under frame for cars, the center sills, a superposedbody-bolster, an octagonal tie-plate connecting the sills and bolster,and laterally-projecting brackets applied to the center sills and thetie-plate in the direction of the length of the bolster, substantiallyas described.

8. In an under frame, the combination of the center sills, a centerplate, and a brace interposed between the center sills and the centerplate, and riveted to both, substantially as described.

9. A triangular corner-bracket, for uniting the side and end sills of acar, composed of a web and flanges depending from three sides thereof,the right-angled flanges forming the medium by which the bracket. andsills are riveted together, substantially asdescribed.

10. An octagonal brace-plate, adapted to be applied to the center sillsand the body-bolster and tie them together, described.

11. A body-bolster, having its body bellied, its longitudinal edgesflanged, and its ends provided with vertical flanges which are adaptedto be secured to the sides of the car, the edge and end flanges beingintegral parts of the bolster, substantially as described.

12. A flanged, channel-shaped brace, h, adapted to be secured to andbetween the center sills, and abutted against the end sill adjacent tothe draw-bar pocket, substantially as described.

13. A car-body, having its sides composed of plates of metal, havingtheir edges overlapped and riveted together, the upper plates beingflanged outwardly at their upper edges, and embossed vertically,substantially as described.

14. A car-body, having an end plate provided with an inturned bottomflange, which is adapted toreceive and support the floor plates,substantially as described.

15. A car-body, having ends, combined with braces having flat ends and achannel-body,

composed of overlapped andsecured to the under frame adjacent to thecenter sills and diverging upwardly therefrom, and rigidly secured tothe said ends, Substantially as described.

'16. A side stake, made 'as a rectangle, having-boXed-in ends, and withone side riveted to the sides and sills of the car, and ojrimped andpocketed to conform to the surface" of the sides, and the otherprojecting laterally from the car, substantially as described. g

1 7. Corner-posts, lnade substantially as rec tangles, and extendingfrom top to bottom of the car-body, and riveted to the sides and endsand to the sills, and provided with embossments, substantially asdescribed.

18. A hopper-bottom car,:having its floor plates of metal, flanged attheir ends, and rivetedto the ends of the car, transverse girders towhich the said floor-plates are secured, and supports extending fromsaid girders to theunder frame, substantially as described.

19. A metallic floor for cars, composed of overlapped plates, flanged atthe ends, co1nbined with the end plates having supportingflanges, thefloor-plates next to the car sides also being flanged and such flangesrivetedto the side substantially as and for the purpose described.

20. In a car, floor-girders, made as metallic channel-beams,constructed-with alternating depressions and elevations to receivethefioorplates, and adaptedto be secured to the sides, and to besupported from the under frame, substantially as described.

21. A cross-girder, constructed as 'a channel-beam and havingalternating depressions and elevations for supporting the'floor-platesof a car, and having flanged ends wherebyit is adapted to be riveted tothe sides of the car, substantially as described.

22. A floor-girder, r having achannel-like body, shaped to receive thefloor-plates, and

provided with flanged edges whereby itis adapted to be riveted to theunder frame, subst'antially as described.

structed with depressions and "elevations to 23. In a car, afloor-girder, made of a metallic ehannel beam, having itsbearing-surface to which the floor-plates are secured, conadapt it tooverlapped floor-plates, substantially as described.

24.. In a car, a floor-girder, made of a metallic channel-beam havingits bearing-sun, face shaped to receive overlapped floor-plates, andhaving flanged sides pressed inwardly at intervals to increase therigidity of such girder, substantially as described.

25. In a double-hopper-bottom car, the combination with the under frameand the body, of a substantially central transverse cone, having endflanges riveted to the sides,- and edge flanges riveted to the sills,substantially as described.

26. In a hopper-bottom car, a transverse central deflector, composed ofa foundationpiece having flanged ends which are riveted to the sides ofthe body, and an exposed sur-' facecomposed of overlapped plates, theplates 1 at the ends of the deflector being provided with end flangeswhich are riveted to the sides of the car, substantially as described.

27. In a hopper-bottom car, a central transverse deflector, providedwith end-flanges riveted to the sides of the car, and edge flanges,combined with the under frame to which such edge flanges are riveted,substantially as described.

28. In a hopper-bottom car, the floor and a floor-girder, combined withan under frame, and girder-supports rising obliquely from the sides ofthe under frame and converging toward the middle of the girder,substantially as described.

In testimony whereof my hand. this 21st day 1896.

I have hereunto set of December, A. D.

CHARLES T. SCIIOEN.

